Flying object, processor, flight control method, program, and flight auxiliary facility

Abstract

To provide a flying object or the like capable of autonomously flying using GNSS or the like and improving flying reliability while suppressing a cost increase.SOLUTION: This flying object which autonomously flies on a designated route comprises a processor that controls flying of the flying object on the basis of information on a landing point acquired from the outside by an external information acquisition device when the autonomous flying is not continuing on the designated route. The external information acquisition device is a sensor. The sensor is an image sensor. The external information acquisition device is a beacon device. The processor executes a safe landing mode for performing flight control on the basis of a flight route for acquiring information on the landing point.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a flying object, a processor, a flight control method, a program, and flight assistance equipment.

Background Art

[0002] In recent years, research and demonstration experiments have been promoted for the practical application of services using flying objects (hereinafter collectively referred to as "flying objects") such as drones and unmanned aerial vehicles (UAVs). In the implementation of services such as home delivery and inspections, it is desirable that flying and takeoff / landing be performed automatically. In view of such a situation, Patent Document 1 discloses a landing facility in which a flying object can autonomously land.

[0003] More specifically, Patent Document 1 discloses a landing facility provided with a marker capable of assisting the autonomous landing of a flying object.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In Patent Document 1, it is possible to provide a landing facility that can realize the autonomous landing of a flying object at low cost and efficiently.

[0006] However, autonomous flight using GNSS or the like (satellite positioning system) cannot always be guaranteed to be performed with the same accuracy. Depending on the positional relationship between the aircraft and the satellites and the environment, the number of satellites captured may be small, making it difficult to accurately estimate the self-position, or errors may occur due to solar activities such as solar flares. Under such circumstances, in the autonomous landing using the landing equipment of Patent Document 1, an aircraft performing autonomous flight using GNSS or the like may not be able to accurately move to a distance where it can recognize the marker, and there is a risk that it may not be able to perform a satisfactory autonomous landing.

[0007] As a solution to the problem of difficulty in autonomous flight using GNSS or the like, guidance by a ground-based control system and a real-time mapping system using a lidar or the like equipped on the aircraft are well known. However, these lead to the construction of ground facilities, an increase in operation costs due to maintenance, etc., and an increase in the weight of the aircraft, so they are not optimal in terms of service implementation and continuation.

[0008] Therefore, an object of the present invention is to provide an aircraft that performs autonomous flight using GNSS or the like, and that can improve the reliability of flight while suppressing an increase in cost.

Means for Solving the Problem

[0009] According to the present invention, there is provided an aircraft that autonomously flies on a designated flight path, and includes a processor that performs flight control of the aircraft based on information about a landing point acquired from the outside by an external information acquisition device when the autonomous flight on the designated flight path is not being continued.

Effect of the Invention

[0010] According to the present invention, there can be provided an aircraft that performs autonomous flight using GNSS or the like, and that can improve the reliability of flight while suppressing an increase in cost.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Figure 14

Figure 15

Figure 16

Figure 17

Figure 18

Figure 19

Figure 20

Embodiments for Carrying Out the Invention

[0012] The content of the embodiments of the present invention will be listed and described. The flying object, processor, flight control method, program, and flight assistance equipment according to the embodiments of the present invention have the following configurations. [Item 1] A flying object that autonomously flies on a designated route, comprising a processor that performs flight control of the flying object based on information about a landing point acquired from the outside by an external information acquisition device when the autonomous flight on the designated route is not being continued. A flying object characterized by the above. [Item 2] The flying object according to Item 1, wherein the external information acquisition device is a sensor. A flying object characterized by the above. [Item 3] The flying object according to Item 2, wherein the sensor is an image sensor. A flying object characterized by the above. [Item 4] The flying object according to Item 1, wherein the external information acquisition device is a beacon device. A flying object characterized by the above. [Item 5] The flying object according to any one of Items 1 to 4, wherein the processor executes a safe landing mode in which flight control is performed based on a flight route for acquiring information about the landing point. A flying object characterized by the above. [Item 6] The flying object according to any one of Items 1 to 4, wherein the processor normally recognizes the information about the landing point as information about the landing point on the designated route, and recognizes the information about the landing point as information about an emergency landing point different from the landing point on the designated route during the safe landing mode. A flying object characterized by the above. [Item 7] An aircraft according to any one of Items 1 to 6, wherein the aircraft transmits information regarding the landing point to another aircraft or a management server that supports autonomous flight of the aircraft. The aircraft is characterized by this. [Item 8] A processor mounted on an aircraft that autonomously flies on a designated flight path, wherein when the autonomous flight on the designated flight path is not being continued, flight control of the aircraft is performed based on information regarding the landing point acquired from the outside by an external information acquisition device. The processor is characterized by this. [Item 9] A flight control method for an aircraft that autonomously flies on a designated flight path, wherein when the autonomous flight on the designated flight path is not being continued, the method includes a step of performing flight control of the aircraft based on information regarding the landing point acquired from the outside by an external information acquisition device. The flight control method is characterized by this. [Item 10] A program for causing an aircraft that autonomously flies on a designated flight path to execute a flight control method, wherein the flight control method includes a step of performing flight control of the aircraft based on information regarding the landing point acquired from the outside by an external information acquisition device when the autonomous flight on the designated flight path is not being continued. The program is characterized by this. [Item 11] Flight assistance equipment for an aircraft that autonomously flies on a designated flight path, wherein it is provided with an auxiliary sign that provides information regarding the landing point. The flight assistance equipment is characterized by this.

[0013] [Details of Embodiments According to the Present Invention] Hereinafter, an aircraft according to an embodiment of the present invention will be described with reference to the drawings.

[0014] [Details of the First Embodiment] As shown in FIGS. 1 and 2, an auxiliary system according to an embodiment of the present invention includes an auxiliary sign 12 such as a figure or character represented by a plate, a sheet, a display, a structure, etc., and an auxiliary sign capture sensor (hereinafter collectively referred to as an external information acquisition device) 112 provided on the aircraft 100 and capable of capturing the auxiliary sign 12. A plurality of auxiliary signs 12 are arranged outside the designated route 20 of the aircraft 100 or outside the designated route to assist the flight of the aircraft 100. Note that the illustrated auxiliary signs 12 are uniformly drawn as black stars for clarity of position and the like, and changes in figures or characters due to differences in information indicated by the plurality of auxiliary signs 12 are not illustrated.

[0015] The aircraft 100 is equipped with at least elements such as a propeller 110 and a motor 111 for flight, and is equipped with energy (e.g., a secondary battery, a fuel cell, a fossil fuel, etc.) for operating them. The aircraft preferably uses a multi-copter having a plurality of propellers and motors as shown in FIGS. 4 or 5, which do not require a large area such as a runway, or a single-rotor helicopter as shown in FIG. 19.

[0016] The sensor 112 is provided connected to the aircraft 100 and is installed at at least any location where the outside can be captured from the aircraft during flight. The installation angle of the sensor 112 is determined by the installation location of the auxiliary sign 12 to be used, the altitude at which the aircraft operates, the capture range of the sensor 112, etc. Also, in order to set the sensor in a predetermined direction in both the state when the aircraft is tilted during forward movement and the state when the aircraft hovers without tilting in calm air, the sensor may be connected so as to be displaceable independently of the tilt of the aircraft. For example, by using a camera gimbal or the like, it is possible to keep the direction of the sensor constant without being affected by the angle change of the aircraft.

[0017] The sensor 112 is a detector that can capture the auxiliary sign 12 while the aircraft is flying in the air. For example, an optical sensor such as a digital camera or an infrared camera that can visually recognize the auxiliary sign 12 can be mentioned. Also, it may be used in combination with a distance measuring device such as a millimeter wave radar to efficiently capture the auxiliary sign.

[0018] Note that the illustrated aircraft 100 is drawn in a simplified manner for ease of explaining the structure of the present invention. For example, detailed configurations such as a control unit are not illustrated.

[0019] The aircraft 100 has the direction of the arrow D in the figure (-YX direction) as the forward direction (details will be described later).

[0020] In the following description, terms may be used separately according to the following definitions. Front-rear direction: +Y direction and -Y direction, up-down direction (or vertical direction): +Z direction and -Z direction, left-right direction (or horizontal direction): +X direction and -X direction, traveling direction (forward): -Y direction, backward direction (rear): +Y direction, ascending direction (upward): +Z direction, descending direction (downward): -Z direction

[0021] The propeller 110 rotates in response to the output from the motor 111. When the propeller 110 rotates, a propulsive force is generated to take off the aircraft 100 from the departure point, move it, and land it at the destination. Note that the propeller 110 can rotate to the right, stop, and rotate to the left.

[0022] The propeller 110 included in the flying object of the present invention has one or more blades. The number of any blades (rotors) may be any number (for example, 1, 2, 3, 4, or more blades). Also, the shape of the blades can be any shape such as a flat shape, a bent shape, a twisted shape, a tapered shape, or a combination thereof. Note that the shape of the blades can be changed (for example, expanded and contracted, folded, bent, etc.). The blades may be symmetric (having the same upper and lower surfaces) or asymmetric (having upper and lower surfaces of different shapes). The blades can be formed into a geometric shape suitable for generating dynamic aerodynamic forces (for example, lift, thrust) when the blades are moved through the air. The geometric shape of the blades can be appropriately selected to optimize the dynamic aerodynamic characteristics of the blades, such as increasing lift and thrust and reducing drag.

[0023] Also, the propeller included in the flying object of the present invention may be a fixed pitch, a variable pitch, or a mixture of a fixed pitch and a variable pitch, etc., but is not limited thereto.

[0024] The motor 111 causes the propeller 110 to rotate. For example, the drive unit may include an electric motor or an engine, etc. The blades can be driven by the motor and rotate around the rotation axis (for example, the long axis of the motor).

[0025] The blades can all rotate in the same direction or can rotate independently. Some of the blades rotate in one direction and the other blades rotate in the other direction. The blades can all rotate at the same rotational speed or can rotate at different rotational speeds respectively. The rotational speed can be determined automatically or manually based on the dimensions of the moving object (for example, size, weight) and the control state (speed, moving direction, etc.).

[0026] The flying object 100 determines the rotational speed of each motor and the flying angle according to the wind speed and wind direction by means of a flight controller, a prop, etc. Thereby, the flying object can perform movements such as ascending and descending, accelerating and decelerating, and changing direction.

[0027] The aircraft 100 can perform autonomous flight according to routes and rules set in advance or during flight, or flight by operation using a propeller.

[0028] The above-described aircraft has the functional blocks shown in FIG. 2. Note that the functional blocks in FIG. 2 are a minimum reference configuration. The flight controller is a so-called processing unit. The processing unit can have one or more processors such as a programmable processor (for example, a central processing unit (CPU)). The processing unit has a memory (not shown) and can access the memory. The memory stores logic, code, and / or program instructions executable by the processing unit to perform one or more steps. The memory may include a separable medium such as an SD card or a random access memory (RAM), or an external storage device. Data acquired from cameras and sensors may be directly transmitted to and stored in the memory. For example, still image / moving image data captured by a camera or the like is recorded in the built-in memory or the external memory.

[0029] The processing unit includes a control module configured to control the state of the rotary-wing aircraft. For example, the control module controls the propulsion mechanism (motor, etc.) of the rotary-wing aircraft to adjust the spatial arrangement, speed, and / or acceleration of the rotary-wing aircraft having six degrees of freedom (translational motions x, y, and z, and rotational motions θ x , θ y , and θ z ). The control module can control one or more of the mounting part and the states of the sensors.

[0030] The processing unit is communicable with a transceiver configured to transmit and / or receive data from one or more external devices (e.g., a terminal, a display device, or another remote controller). The transceiver can use any suitable communication means such as wired communication or wireless communication. For example, the transceiver can utilize one or more of a local area network (LAN), a wide area network (WAN), infrared, wireless, WiFi, a point-to-point (P2P) network, a telecommunication network, cloud communication, etc. The transceiver can transmit and / or receive one or more of data acquired by sensors, a processing result generated by the processing unit, predetermined control data, a user command from a terminal or a remote controller, etc.

[0031] The sensors according to this embodiment may include inertial sensors (acceleration sensors, gyro sensors), GPS sensors, proximity sensors (e.g., lidar), or vision / image sensors (e.g., cameras).

[0032] Further, the processing unit includes a processing system for reflecting optical information and the like obtained from the auxiliary sign 12 captured by the sensor 112 in flight control.

[0033] The figures and characters indicated by the auxiliary sign 12 preferably have a shape that is easily distinguishable from other objects (natural objects or objects generally existing outdoors) when viewed from above for improving the capture accuracy and speed. For example, a single circle or square is common as the shape of structures or buildings when viewed from above, so the possibility of misrecognition is higher than that of other complex figures or two-dimensional codes, etc.

[0034] The auxiliary sign 12 is represented in such a way that the content of the sign can be captured from the flying object 100 flying in the air. When the camera equipped on the flying object shows directly below, preferably, as shown in FIGS. 7 and 8B, not only can it be accurately captured from directly above (+Z direction) of the auxiliary sign 12, but it is also displayed so that it can be captured even if it is not directly above. Also, it may be provided on a stepped structure as shown in FIG. 7, or on a planar structure as shown in FIG. 8B, or in other cases, for example, on a structure inclined toward the specified route of the designated route.

[0035] When installing the auxiliary sign 12 on flat ground, it is possible to install the auxiliary sign on the ground or draw it with paint. In places where there are buildings or structures, it is desirable to install it at a high place with few obstructive objects in the sky so that it can be easily captured from the flying object during flight. For example, as shown in FIG. 13, the roof or rooftop of a building, the upper part of a utility pole or streetlight, etc. are suitable, but the installation location is not limited to this as long as it can be captured from the flying object.

[0036] The flying objects 100 that use the auxiliary sign 12 each fly at a free altitude, and the altitude to be used as a route is set in advance so as not to cause collision accidents or the like. Therefore, the size of the auxiliary sign 12 is determined so that it is not difficult for the sensor 112 equipped on the flying object 100 to capture it at the altitude of use of the flying object. For example, even for a flying object with a set use altitude of 50 meters, the minimum size of the auxiliary sign that can be captured is very different when the focal length of the camera mounted as the auxiliary sign capture sensor is 50 mm and 400 mm, so the appropriate size as the auxiliary sign 12 is also different.

[0037] The auxiliary signs 12 are provided in plural numbers on the designated route 20 of the flying object 100 or around the designated route 20, outside of, for example, a landing port equipped with a landing marker 11, an emergency landing site, etc. (hereinafter collectively referred to as the landing point 10). When the flying object 100 heading towards the landing point 10 deviates from the landing point 10 or its designated route 20, it is possible to determine the traveling direction based on the information obtained from the auxiliary signs 12. For example, if the auxiliary signs 12 are provided on a circle centered on the landing point 10 and the distance between adjacent auxiliary signs 12 is equal to or less than the sign capture range at the flight altitude of the flying object 100, the flying object 100 that has entered the circle where the auxiliary signs 12 are arranged can smoothly head towards the landing point 10. Even when the flying object makes a movement deviating from the circle due to equipment abnormalities or failures, etc., since it can capture the auxiliary signs 12 before deviating from the circle, it will not inadvertently move away from the landing point 10, so even in the case of inevitable crashes or landings, the range is limited.

[0038] The auxiliary signs 12 carry information capable of acquiring the direction in which the flying object 100 should proceed. The flying object 100 that has captured the auxiliary signs 12 can move in the direction of the landing point 10 even when it is difficult to estimate its own position by means such as GNSS. Here, the method of estimating the own position is not limited to GNSS, and may be estimation by receiving radio waves from a ground reference station (RTK, control, etc.), estimation by means of images or light (VisualSLAM, LidarSLAM, etc.), or estimation by referring to pre-stored terrain and environment data.

[0039] In addition, the flying object 100 may further utilize existing structures other than the auxiliary signs 12 to reach the auxiliary signs 12. By using structures other than the auxiliary signs 12, while reducing the total number of the auxiliary signs 12 and suppressing the installation cost of the equipment, it becomes easier to supplement the auxiliary signs 12.

[0040] For example, as shown in FIG. 20, when capturing a utility pole 200, electric wires 210, a transformer 220, etc. from above, a shape combined with circles and lines can be read. Since the sizes and intervals of utility poles and electric wires are standardized, auxiliary use can be expected, such as flying in the direction where the line continues relying on the line shape of the electric wire with the utility pole as a reference.

[0041] The aircraft 100 that has left the departure point autonomously flies toward the landing point 10 based on its self-position obtained by GNSS or the like on the preset designated route 20 and lands at the landing point 10 such as a port or a helipad.

[0042] As shown in FIGS. 9-12, the aircraft 100 can perform an accurate autonomous landing at the landing point 10 by means of a guidance signal from the ground, an auxiliary marker for autonomous landing, etc. In the method using a signal from the ground shown in FIGS. 9-10, when the aircraft 100 enters the receivable range of the guidance signal, the receiving device provided in the aircraft 100 acquires the guidance signal (instruction signal) from the ground and performs the landing operation. In the method using the auxiliary marker shown in FIGS. 11-12, when the optical sensor such as a camera provided in the aircraft 100 approaches the marker 11 to a distance where the marker 11 can be recognized, the aircraft 100 reads the marker 11 and performs the landing operation.

[0043] At this time, if there is an error in the self-position obtained by GNSS or the like (for example, due to a shortage of acquirable satellites or solar activity, the position error acquired by the aircraft 100 becomes large), accurate autonomous flight cannot be achieved, and the aircraft 100 cannot approach within the receivable range of the signal provided by the landing facility or the distance where the marker 11 provided by the landing facility can be recognized. Moreover, when the error reaches several tens of meters, it becomes difficult for the aircraft 100 to proceed along the designated route 20.

[0044] When the correct autonomous flight of the aircraft 100 becomes difficult, the aircraft 100 obtains information on which direction it should head in order to reach the landing point 10 by capturing the auxiliary sign 12 installed near the landing point 10 or the designated route 20. When the information provided by the auxiliary sign 12 to the aircraft 100 is the direction information to the landing point 10, the aircraft 100 can start moving even without information such as its own position and direction. Also, if necessary, the information provided by the auxiliary sign 12 to the aircraft 100 may include the distance information to the landing point 10.

[0045] Furthermore, the aircraft 100 may transmit the information indicated by the acquired auxiliary sign 12 to, for example, a management server that supports autonomous flight of the aircraft 100 or a processor of another aircraft. As a result, it becomes possible to grasp how the aircraft 100, which has difficulty proceeding along the designated route 20, will fly thereafter, and it becomes possible to avoid contact with other aircraft. Also, when other aircraft are also having difficulty proceeding along the designated route 20 due to the same or similar reasons, it is possible to land in cooperation with each other. Furthermore, by including the identification ID and the placement position information of the auxiliary sign 12 as the information indicated by the acquired auxiliary sign 12, it is possible to grasp the position where the aircraft 100 is currently flying.

[0046] Also, as shown in FIG. 4, when there are a plurality of auxiliary signs 12, the possibility that the aircraft 100 can capture the auxiliary signs 12 increases. When valleys where it is predicted that satellite supplementation will be unavoidably difficult and near high-rise buildings are used as the route at the stage of selecting the designated route 20, the reliability of autonomous flight can be improved by arranging the auxiliary signs 12 in advance so that they can be easily captured.

[0047] When it is determined that accurate autonomous flight has become difficult, the aircraft 100 may switch to a flight method (auxiliary sign search mode) for capturing the auxiliary sign 12 earlier. Examples of the flight method include flying in a circular path from the current location and gradually increasing the diameter of the circle, ascending in altitude on the spot, and returning in the direction where the auxiliary sign 12 exists in an image acquired in the past (such as a few seconds or minutes ago), but it is not limited to these.

[0048] <Details of the Second Embodiment> In the details of the second embodiment according to the present invention, since the components overlapping with those of the first embodiment perform the same operations, the description will be omitted again.

[0049] Since the auxiliary sign 12 can handle any information that a figure, character string, barcode, etc. can have, it can play a role in flight assistance when an obstacle occurs in the self-position estimation of the aircraft 100. Therefore, the information indicated by the auxiliary sign 12 is, for example, altitude, speed, direction, operation instructions, or coordinate information transmission.

[0050] During flight, when an obstacle occurs to the satellite due to the influence of solar activities such as strong solar flares and the aircraft 100 cannot perform self-position estimation using GNSS or the like, or when a failure or obstacle occurs to the aircraft 100, etc., when it becomes impossible to continue autonomous flight on the designated route 20, the aircraft 100 may be equipped with a safe landing mode for landing using the auxiliary sign 12.

[0051] In existing radios and multicopters, when communication with the transmitter (prop) is interrupted, there are models that can be set to switch to a predetermined operation, such as flying while maintaining altitude, returning to a pre-set location (home position, etc.) using GNSS or the like, or staying on the spot. Even for the aircraft 100 that performs autonomous flight, when an obstacle occurs in obtaining GNSS or the like that serves as a flight guideline, it is necessary to switch to a predetermined operation to ensure the safety of the aircraft itself and the surrounding area.

[0052] Therefore, the autonomous flight assistance facility of the present invention is provided with a flight mode (hereinafter collectively referred to as the safe landing mode) that enables landing at a safe location. For example, when self-position estimation by GNSS or the like becomes impossible, the aircraft 100 switches to the safe landing mode automatically or by an external instruction. When the flight method in the safe landing mode is such that the aircraft 100 maintains a predetermined altitude and gradually widens the turning diameter as shown in FIG. 15, it continues to turn until it captures the nearest auxiliary sign 12, and as soon as it recognizes the auxiliary sign 12, it can head towards the landing point 10 (including the emergency landing site) according to the information provided from the auxiliary sign 12. Also, when the area around the installation location of the auxiliary sign 12 can be the landing point 10, it may land at a position that does not obstruct the capture of the auxiliary sign of other aircraft (for example, a position 2 meters away from the auxiliary sign 12 where other aircraft such as aircraft other than the own aircraft are not captured). At this time, similar to the above, by including the identification ID and the arrangement position information of the auxiliary sign 12 as the information indicated by the acquired auxiliary sign 12, it is possible to grasp at which position the aircraft 100 will land. Particularly when communicating information with other aircraft, even if the same auxiliary sign 12 is supplemented or regardless of it, it may land based on other auxiliary signs 12.

[0053] As shown in FIGS. 15 to 18, the flight route for the aircraft 100 to capture the auxiliary sign 12 in the safe landing mode can be arbitrarily set. By flying without a plan, expanding the diameter of the circle in a spiral shape, or reciprocating while shifting the position, it can be expected to efficiently supplement the auxiliary sign 12.

[0054] As an example of a flight method using other safe landing modes, there are methods such as increasing the altitude to increase the obtainable area, and searching for objects (such as auxiliary signs 12, electric wires, utility poles, etc.) that can assist in flight from images acquired in the past (such as a few seconds or minutes ago), and flying in that direction. When using images acquired in the past, for example, if the time when an image containing an object that can assist in flight was acquired was 10 seconds ago, by changing the traveling direction by 180 degrees and advancing at the same speed for 10 seconds, it is possible to approach the object that can assist in flight.

[0055] When a plurality of auxiliary signs 12 are arranged on or outside the designated route 20 of the flying object 100, making it difficult to perform autonomous flight using GNSS or the like, other flying objects flying at different points using the same flight route 20 can each receive information on the nearest landing point.

[0056] Also, in an environment where there are no appropriate facilities such as a landing port around, or when there are houses or paths for third parties to pass through from the location of the auxiliary sign 12 to the landing port, as shown in FIG. 14, by using the direction where it is presumed that there is little human entry or the direction in which the damage caused by a fall can be reduced (such as an empty lot, a riverbed, a forest, etc.) as the direction information for indication, even when landing is not in time and a fall occurs, it is possible to expect a reduction in damage to structures on the ground and third parties. The flying object 100 may have a different algorithm or reference database of the auxiliary sign processing system in the safe landing mode than in normal times so that different information is obtained or associated with different information when the same auxiliary sign 12 is captured in normal times and in the safe landing mode. Thereby, for example, when a black star is captured in normal times, the direction where there is a port can be indicated, and when the same black star is captured in the safe landing mode, the direction of the nearest empty lot can be indicated.

[0057] <Details of the Third Embodiment> In the details of the third embodiment according to the present invention, since the components overlapping with those of the first embodiment and the second embodiment perform the same operations, the description thereof will be omitted again.

[0058] Since the auxiliary sign 12 only needs to be able to inform the flying object of the information on which direction to head, it may transmit information by radio waves. In particular, in places where it is difficult to provide a display with a size and orientation suitable for reading by the flying object (for example, narrow places, steep slopes), or in an environment where it is difficult to read the auxiliary sign 12 by an image sensor due to the influence of wind and rain, etc., a radio station that emits radio waves such as a beacon can assist flight without using a display.

[0059] The flying object 100 that performs information transmission using a beacon is equipped with a beacon device (external information acquisition device) used for receiving radio waves emitted by a beacon installed on the ground.

[0060] The above-described embodiments are merely examples for facilitating the understanding of the present invention, and are not for limiting and interpreting the present invention. It goes without saying that the present invention can be changed and improved without departing from its gist, and equivalents thereof are included in the present invention.

Explanation of Reference Numerals

[0061] 10 Landing point 11 Landing marker 12 Auxiliary sign 20 Designated route 100 Flying object 110a~110e Propellers 111a~111e Motors 112 Sensor 150 Sign capture range

Claims

1. An aircraft that flies autonomously along a designated route, a processor that performs flight control of the aircraft based on information about a landing point acquired from an external information acquisition device when the autonomous flight on the designated route is not being continued; An aircraft characterized by:

2. 2. The flying object according to claim 1, The external information acquisition device is a sensor. An aircraft characterized by:

3. The flying object according to claim 2, The sensor is an image sensor. An aircraft characterized by:

4. 2. The flying object according to claim 1, The external information acquisition device is a beacon device. An aircraft characterized by:

5. 5. The flying object according to claim 1, The processor executes a search mode to perform flight control based on a flight route to obtain information about the landing site. An aircraft characterized by:

6. 5. The flying object according to claim 1, The processor recognizes, in peacetime, the information about the landing site as information about a landing site on the designated route; In a safety landing mode, the information on the landing site is recognized as information on an emergency landing site different from a landing site on the designated route. An aircraft characterized by:

7. 7. The flying object according to claim 1, The flying object transmits information about the landing site to another flying object or a management server that supports autonomous flight of the flying object. An aircraft characterized by:

8. A processor mounted on an aircraft that autonomously flies along a designated route, When the autonomous flight on the designated route is not being continued, an information acquisition device performs flight control of the aircraft based on information regarding a landing point acquired from an external information acquisition device. A processor comprising:

9. A flight control method for an aircraft that autonomously flies on a designated route, comprising: When the autonomous flight on the designated route is not continued, a step of performing flight control of the aircraft based on information on a landing point acquired from an external information acquisition device. A flight control method comprising:

10. A program for causing an aircraft that autonomously flies on a designated route to execute a flight control method, The flight control method includes: When the autonomous flight on the designated route is not continued, a step of performing flight control of the aircraft based on information on a landing point acquired from an external information acquisition device. A program characterized by:

11. A flight support system for an aircraft that flies autonomously on a designated route, Provide additional signs providing information about the landing site; A flight support facility characterized by:

Images